Sylvania



Aug. 14, 1923. 1 Re. 15,671

- A. V.T. DAY

TRAFFI C CONTROLLING SYSTEM Original Filed July lo, 1911 R INVENTORZ Q-7/. 1/172 BY a swf zaflf Reissued Aug. 14, 1923.

UNITED STATES A Re. 15,671 PATENT OFFICE.

ALBERT .V. '1. DAY, OF RYE, NEW YORK, ASSIGNOR TO THE UNION SWITCH ANDSIGNAL COMPANY, OF SWISSVALE, PENNSYLVANIA, A CORPORATION 01 PENN-SYLVANIA.

TRAFFIC-CONTROLLING SYSTEM.

Original patent a continuation of application Serial No. 837,774, fliedJuly 10, 1911. Original Io.

1,808,401, dated July 1, 1919, Serial No. 638,225, filed July 12, 1911.

February 6, 1923. Serial 1%. 617,395.

To all whom it may concern:

Be it known that ALBERT V. T. DAY, a citizen of the United States,residin at Rye, in the countyof VVestchester and State 5 of New York,has invented certain new and useful Improvements in Traffic-ControllingSystems, of which the following is a specification, reference being hadtherein to the accompanying drawings, forming part thereof.

This invention relates to traflic controlling systems and particularlyto such systems in which the controlling devices are carried on a railwavehicle.

5 Broad y the objects of this invention are reliability of operation,and simplicity and cheapness of construction and maintenance.

'7 Other objects and advantages of this invention will appear from theforegoing description.

' In its broad aspect the invention comprehends the combinations of atrain retarding and a signaling mechanism on a railway vehicle andhaving normal tendencies to assume retarding and danger conditions, respectively, within a predetermined period, and extraneous controllingmeans for restoring the mechanisms to non-retarding and clearconditions, respectively.

The invention also comprehends various more particular features andcombinatlonsof parts aswill hereinafter appear.

The present application is a continuationof my application filed on July10,1911, 5 Serial No. 637774, so far as the subjectmatter common to thetwo is concerned.

I shall nowdescribe the embodiment of the invention illustrated in theaccompanying diagram, and shall thereafter point out 40 the novelfeatures thereof in claims.

In the diagram one track only is shown,

the rails R of which are divided by insul'a tion I into the usual signalblocks. Two signal stations A and B and the block be.-

46 tween these stations'together with a portion of the block in rear andthe block in advance of the block A.B, are shown. The conventional homeand distant signal system is shown in which the home signals H are gov-50 erned directly by the track relays r at their respective stations,and the distant signals.

D lare overned bythe respective home signa- 5 of the station immediatelyin ad A Application for reissue filed danger or retarding trafficconditions 1s meant those conditions which are ordinarily indicated by adanger or caution signal. The train T carries a signaling apparatus anda retarding apparatus which are arranged to operate automatically andindependently of any extraneous control, unless prevented by extraneouscontrol; in other words, the retarding apparatus will, after apredetermined interval, retard the train, and the signals will assumethe danger position unless prevented by extraneous means. In referenceto the train-retarding apparatus I shall speak of a clear or nonretarding condition as the condition which the apparatus assumes inresponse to'clear or non-reta'rding traflic conditions, and of danger orre-' tarding condition as the condition which the apparatusautomatically assumes under danger' or retarding trafiic conditlons.Sum- ,larlv, I shall speak of danger or retarding condition in referenceto the signaling apparatus as the condition assumed by the apparatusunder danger or retarding trafiic conditions, and of clear ornon-retarding condition as the condition assumed by the apparatus inresponse to clear or non-re.- tarding traffic condition. The retardingapparatus, otherwise referred to as the train stop, consists of meansfor opening a vent connecting with the'train pipe and thus applying thebrakes. The signaling apparatus is of the class commonly known as 01thsignals and includes both a'visual signal being illustrated as a.semaphore and the audible signal as a bell. The valve l'of the retardingapparatus is operated by the movement of an armature 2 of a controllingelectromagnet- 3, and seats 1 in the entrance to a pipe 4 connected tothe train pipe, and so controls the escape of air from the train pipe.When' the magnet 3 is de-energized, the armature 2 falls by gravity orother retractileforce and the va e 1 gravity opens and the brakesareapplied the train in the usual way. A hand valve 5 is provided in thepipe 4 to regulate the rapidity of the escape of air when the valve 1 isopened, and hence the character of the application ofthebrakes. As ageneral rule the valve 5 will be so adjusted that the opening of thevalve 1 will cause a service appli cation ofthe brakes to be made. 1

- I The semaphore 6 and hell 7 of the signaling apparatus are governedby a contact finger '8 controlled by a controlling electromagnet 9. Thesemaphore is the so-called upper quadrant signal and is mechanically,connectedto the contact finger 8 so that it is held up to clear ositionwhen the contact finger is attracted When the magnet 9. is de-energizedthe contact finger 8 falls by or other retractile force and pulls thesemaphore 6 to danger and at the same time engages 'a'contact stop 10and closes an electric circuit through the bell 7 as follows:

from the battery 11, through contact finger- 8, contact stop 10, wire12, hell 7 and wire 14 back to the battery. 1

To control thecircuit of the magnets 3 and 9, controlling mechanism isprovided responsive to the movement of the train T to open the circuitsafter a predetermined interval of movement of thetrain. A shaft 15 isconnected to a wheel of the train T, preferably one of the drive wheelsof the ocomotive, by the engagement of a worm 16, on the shaft with aworm 17 on the wheel, and is rotated thereby in the direction indicatedby the arrow as the train proceeds. A worm 18 on the opposite end of theshaft 15 meshes'with a worm-wheel 19 fixed. on a shaft 20 and rotates itin the direction indicated by the arrow. Mounted loosely on the shaft 20is the hub 21' of an arm 22, on the outer end of which arm is a softiron'arcuate core 23, of an arcuate solenoid 24. When the solenoid 24 isenergized the core. 23 is drawn up into the solenoid and is held therewhile the solenoid remains'energized, but when the solenoid isde-energized the core tends to fall out by gravity or other retractileforce. The arm 22, however, is frictionally connected.

to the worm-wheel19 by a friction spring .25, which is a flat springattached to the am 22 and bears against the face of the worm-wheel 10with suflicient friction to cause the arm 22 to move with the wormwheel19, while permitting independent relative movement between the twoparts, and therefore, the core 23 can fall out of the solenoid 24 onlyas fast as the rotation of the worm-wheel 19 will permit. On theperiphery of the hub-21 isinserted an insulation 26, and a signalingapparatus brush 27 and a retarding apparatus brush 28 en gages theperiphery of the hub 21. The insulation 26 is so positioned that thebrushes 27 and 28' wipe on the insulation when the core.23 is nearly outof the solenoid, as shown in the diagram. When the 31, brush 28, hub 21,shaft 20, worm-wheel f 19, shaft 15, and wires 13 and let back to 30 thebattery. It is apparent, therefore, that a when the brushes 27 and 28are in contact with the periphery of the hub 21, the magnets 3 and 9areenergized in parallel and the signaling and'retarding apparatuses areboth held at clear or non-retarding position; but when the brushes wipeon to the insulation 26, the magnets are de-energized'and the respectiveapparatuses automatically assume danger or retarding position orcondition. In its controlling condition, therefore, that is, thecondition which exists when the brushes are in contact with theperiphery of the hub 21, this controlling mechamsm prevents thesignaling and retarding apparatuses from performing their naturalfunctions'and assuming danger or retarding position or condition; but inits non-controlling condition, that is, the

condition which exists when the brushes are in contact with theinsulation 26, the controlling mechanism no longer prevents thesignaling and retarding apparatuses from performing their naturalfunctions.

I To reset the controlling mechanism, extraneous means are provided for.energizing the solenoid 24 and drawing the core 23 u into the solenoidand so rotating thehub21until the insulation 26 is at its max- ;imumdistance from the brushes 27 and 28.. The extraneous energizing meansare under the control of the signals at the various signal stationsalong the track, and, as illustrated, are directly controlled by thedistant signals, and are responsive to clear traffic conditions asindicated by clear distant signals to reset the controlling mechanism;At each signal station is a contact rail S in position to be engaged bya contact shoe 32 on the train T. The portion of the resetting mechanismwhich is carried by the train includes a battery 33, a quick actingmagnet 34 and a slow acting magnet 35. Thequick acting magnet34 isenergized only when the contact shoe v32 is in contact with the contact'rail 8, as will be explained later, and when the magnet 34 isde-energized, the slow-acting magnet 35 is energized as follows: fromthe battery 33, through contact finger 36 controlled by 39 and 47, axleand wheels of train plete energization of the solenoid 24 and magnet 35,and wire 39 back to the battery v When the shoe 32 engages the contactrail S, provided the distant si al Dis atclear, the solenoid 24 is enerize as follows: from the local battery 40 t rough contact finger 41underthe control of'the track relay r, wire '59, contact fin er 60 underthe control of the home signal wires 61, 62 and 63, contact point 49,contact finger, under the control of the distant signal wire 51, contactrail 5, contact shoe 32, wire 42, contact finger 43 of the slow actingmagnet, wire 44, contact finger 45 of'the slow acting magnet, wire 46,solenoid 24 wires 1', rails R and wires 48 and 64 back to the battery.At the same time'the quick acting magnet 34 is energized in parallelwith the solenoid 24 through a circuit leading from the wire 42 throughthe wire 52, magnet 34,' and wire 47 to the axle and wheels of train T.The magnet 34, therefore, immediately picks up the contact finger 36 andconnects the battery 33 in parallel into the energizing circuit of thesolenoid 24 as follows: from the battery 33 through contact finger 36,front. contact stop 53, wire 44, contact finger 45, wire 46, solenoid24, and wire 39 back. to the battery. The solenoid 24 is, therefore,energized by a double battery force and hence-draws up the core 23 andresets the controlling mechanism very quickly 'upon the engagement ofthe shoe 32 with the contact rail S. The picking up of the contactfinger'36 breaks the circuit of the slow acting magnet 35 at the backcontact point 37, but since the magnet 35 is slow acting, it holds upits contact fingers 43 and 45 sufliciently long to insure the comthecomplete resetting of the controlling mechanism. The contact fingers 43and 45 are soon dropped, however, and the solenoid 24 is thende-energized and the mechanism is again ready to start from controllingto non-controlling position irres ective of continued engagement of theshoe 32 with the contact rail S.

It will be noted that the slow acting mag-. net 34 serves to permit theuse of a short contact rail, since all the extraneous energization ofthetrain-carried apparatus that is needed is enough to energize thequick magnet 34, which is sufliciently quick acting to require butsubstantially an instantaneous contact of the shoe 32 with the rail S.When the finger 36 is picked upa local circuit is established throughthe magnet 34 as follows: from battery. 33, contact finger 36, wire 44,contact finger 43, wires 42 and 52, magnet 34, and wires 47 and 39 backto the battery. Therefore, the finger 36' is heldup against its frontcontact and the solenoid 24 is ener ized by the batteri 33 as long asthe slow acting magnet 35 olds up its contact fin r, and the magnet 35is made-suflicient y slow acting to hold the circuit through thesolenoid closed long enough to insure that the core 23 will vbecompletely'd'rawn up into the solenoid.

Hencethe len h of time required to reset the apparatus 1s entirelyindependent of the duration of contact required between the shoe 32 andthe contact rail S.

The parts are so designed that after the resetting of the mechanism asabove described, the train will run one complete b ock and to the pointa: in the next block, at which point the controlling mechanism reachenon'-controlling position, provided the mechanism is not reset ,at thesignal station at the entrance to the block.

The point a: is a safe stopping distance from the end of the block. Toenable the operator .to run under control after passing a caution signaland after reaching the point :2, a manual hold-out is provided.

This consists of a hand lever 54' mounted loosely on the end of theshaft 20 and free to oscillate between a back stop pin 55 and a frontstop pin 56. The lever 54 hangs by gravity against the backstop pin 55in such position that a pin 57 on the end of the arm 22 strikes thelever 54 just as the retarding apparatus brush 28. wipes on theinsulation 26. The signal apparatus brush 27 is slightly in advance ofthe brush 28 with the result that the bell 7 is rung and the semaphore.6 moved to danger a short interval of time before the valve 1 is openedand the brakes applied. When the operator receives this warning signalhe may swing the lever 54 up to the front stop pin 56 and thus, due tothe engagement of. the pin 57 with the lever 54, rotate the hub 21 aslight distance and partially reset the mechanism, in which position'itmay be held by the hand lever as long as the operator remains at hispost. Should he release the hold-outlever, his train could run butcomparatively short distance before the brakes would be automaticallyapplied, the amount of this limited unretarded movement beingdeterminedby the amount of back-set imnarted to the hub 21. depending on theposition of the stop 56. Hence the headway ermitted by the manual resetmay be but fifty or one hundred feet, allowing the operator a shortinstant to turn away from, his post. while his train is movins slowlvwithout incurring an automatic application of the brakes. but not givinghim any appreciable timeto leave his post without causing an automaticapplication of the brakes when his train isv running at high speed. Itwill be noted that anv failure of the system is a safe failur'e. thatis.the warning signals will be given and the brakes applied unless preventd. This hold-out, therefore. 15 serviceable to enable the operator torun in case of any derangement or failure of the apparatus.

In case the train is run backward, the

core 23will be carried up into the solenoid until the arm 22'engages thesolenoid, after which further backward movement of the core andconnected parts is revented, and.

the friction spring 25 will slip idly over the face of the worm-wheel19.

It is obvious that various modifications may be made in the embodimentof this invention shown and above articularly described within theprinciple and scope of the invention.

In the present application the combination of a constantly operatingrun-down device and vehicle governing means controlled by said device-isnot claimed broadly, such invention being set forth and claimed in myco-pending application, Serial No. 637773, filed on July 10, 1911, fortraffic controlling systems.

Whatis claimed is:

1. A railway trafiic controlling system comprising a train stop and asignaling apparatus carried on a railway vehicle, the train stop havingan automatic tendency to retard the train and the signaling apparatushaving an automatic tendency to assume the danger position, thesignaling mechanism being constructed and arranged to assume dangerposition in advance of the train retarding mechanism, controllingmechanism for the train stop and signaling apparatus havin a 'controlliwand noncontrolling condition and having an automatic tendency to chan eirom controlling to non-controlling condition in accordance withmovement of the train and to permit the train stop and signalingapparatus to retard the train and assume the danger pos1t1onrespectively, and extraneous contro ling means responsive to cleartrafiic conditions in advance to reset the controlling mechanism awayfrom controlling condition.

-2. In combination, a railway vehicle, means on the vehicle adapted tochange gradually toward an ultimate condition. a. warning signalcontrolled by said means and operated thereby just before its ultimatecondition is reached; a device on the vehicle for causing anapplicationof the brakes and operated bysaidfmeans when it reaches itsultimate'condition; and devices located in the trackwa for causing saidmeans to be inefiective to'control the said.

signal or device when safety conditions exist. H

3. In combination, a railway vehicle,

means 'on the vehicle arranged to change toward an ultimate condition inaccordance with the distance travelled by the vehicle;

- a warning signal on the vehicle operated by said means just before itreaches its ultimate condition; a device on the vehicle for causing anapplication of the vehicle brakes means on the vehicle arranged tochange progressively toward an ultimate condition, and arranged whenreset to automatically resume its progressive change toward ultimatecondition, a warning signal on the vehicle operated through said meansbefore itreaches its ultimate condition, a device on the vehicle tocause an application of the brakes and operated through said means whenit reaches its ultimate condition, and devices located in the trackwavadapted under one set of conditions to permit the said means to cause anoperation of said signal and said brake applying device or either ofthem, and under another set of conditions to reset the said means beforean operation of the signal or brake applying device or either of them.

5. In combination, a railway vehicle;

means on the vehicle including an electric device arranged to changeprogressively toward and ultimate condition and when reset toautomatically resume itschange toward ultimate condition; a warningsignal on the vehicle operated by said means before. it reaches itsultimate condition; a device on the vehicle to cause an application ofthe ,brakes' and operated through said means when it reaches itsultimate condition; and devices located in the-trackway with whichcontact is made to supply current to the electric device of said means,a source of current, and'switches for connecting said source of currentwith the track device according to whether the said means is to be resetor to be permitted to reach its ultimate condition. y

6. In combination, a means thereon arranged to change gradually towardan ultimate condition, a warning signal and a normally inactive vehiclestopping device controlled successively by said means, and deviceslocated in the trackway for causingsaid means to be ineffective tocontrol (said signal or said train stopping device when safetyconditions exist.

7. In combination, a railway vehicle, means thereon geared with anaxleof the vehicle to change progressively toward an ultimate condition inaccordance with the railwalyvehicle, I

distance traveled by the vehicle, devices located in the trackway forcausin said means to be restored away from said u timate condition, anda warning signal and a normally inactive vehicle stopping devicecontrolled successively by said means.

8. Railway traflic controlling apparatuscomprising a vehicle, meansthereon arranged to change gradually toward an ultimate condition, awarning signal and a normally inactive brake controlling device operatedsuccessively by said means, and devices located at intervals in thetrackway and responsive to clear trafiic conditions in advancefor-resetting said means away from said ultimate condition before thewarning signal is operated. I

9. In combination, a railway vehicle, a warning signal and a valve-incontrol of an air vent carried thereon, means on the vehicle adapted tobe constantly driven toward an ultimate condition whereby the warninsignal will be operated and the valve wi be opened successively uponreaching said ultimate condition, together with devices located in thetrackway for causing said means to be restored away from said ultimatecondition.

10. In combination, .a railway vehicle, means on the vehicle adapted tobe driven constantly toward an ultimate condition, a warning signal anda'controlling device on the vehicle controlled successively by saidmeans upon reaching said ultimate condition, together with deviceslocated in the trackway and responsive to clear track conditions aheadfor causing said means to be restored away from said ultimate condition.

11. In combination, a railway vehicle, means thereon arranged to changegradually toward an ultimate condition, a warning signal andvalve-opening apparatus on the vehicle, controlled successively by saidmeans uponreaching said ultimate condition, and

devices located in the trackway for causing said means to be restoredaway fromIsaid ultimate condition, said means being-adapted toautomatically resume its change toward the said ultimate condition aftereach restoration.

In testimony whereof I afiix'my signature.

ALBERT V. T. DAY.

